hunter 212 sailboat for sale

The Hunter 212 is a small recreational keelboat, built predominantly of ACP. It has a fractional sloop B&R rig, a slightly raked stem, an open reverse transom, a transom-hung swing-up rudder controlled by a tiller and a centerboard keel. It displaces 1,800 lb (816 kg) and carries 140 lb (64 kg) of fixed ballast.

The boat has a draft of 5.00 ft (1.52 m) with the centreboard extended and 0.83 ft (0.25 m) with it retracted, allowing beaching or ground transportation on a trailer.

The boat is normally fitted with a small 3 to 6 hp (2 to 4 kW) outboard motor for docking and maneuvering. Standard factory equipment included a portable head, cooler and a highway trailer. Optional equipment included an asymmetrical spinnaker, roller furler, front hatch and a bimini top and dodger, as well netting for the open transom. The design has sleeping accommodation for four people, with a double "V"-berth in the bow cabin and two straight settee berths in the main cabin. The galley is on the port side, under the bow berth. The head is located in the bow cabin on the starboard side under the "V"-berth. Cabin headroom is 52 in (132 cm).

The design has a PHRF racing average handicap of 216. It has a hull speed of 5.69 kn (10.54 km/h).

Source: Wikipedia

LOA: 21.00 ft LWL: 18.00 ft Beam: 9.17 ft Draft: 5.00 ft Displacement: 1800.00 lbs Ballast: 140.00 lbs Hull type: Keel/Cbrd. Hull construction: ABS/FG Rigging type: Fractional Sloop

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• Sailboat Guide

2002 Hunter 212

• Description

Seller's Description

Standard features

According to Hunter Marine: The Hunter 212 combines the rigging and performance of a daysailer, the comfort and overnight capability of a mini-cruiser, and easy trailering. With the innovative, patented Advanced Composite Process, this Hunter is both lightweight and extremely durable. Five times more impact resistant than fiberglass, this boat is tough, unsinkable, and virtually maintenance free.

ACCOMMODATIONS:

Forward V-berth. 2 single side berths. Interior cushions. Flip-up storage for optional 48-quart cooler and porta-potti. Interior cabin lighting. Running lights. Porta-potti.

Trailer. Galvanized. Single axle. Adjustable tongue jack. Forward winch. Trailering mast crutch. Spare Tire.

SAILS/RIGGING:

Mainsail with Cover in Good Condition Jib in Good Condition Standing and Running Rigging in Good Condition Bimini

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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Good deal or not for Hunter 212

• Thread starter Bmartin220
• Start date Aug 14, 2015
• Forums for All Owners
• Ask All Sailors

Scott T-Bird

You should read reviews from sailors before purchasing and ask for an honest opinion from the seller (why is he selling?) I was curious about these boats because there are several of them all around Lake Hopatcong (a local dealer sells them). I see them on the trailer sitting in yards all over. I've never seen anybody actually sailing one on the lake. The reviews seem to indicate that they are a sailing performance dog (not to disparage the canine species, of course) and not very well outfitted. It is also curious to note that there doesn't seem to be any forum contributors in here that sail this boat, despite the hundreds of Hunter owners who contribute regularly. I'd beware. I think I read that the composite material has had some issues, as well. It's a day-sailer for sure, and you will learn to sail if that is your goal. But don't over pay. There is probably a reason why resale prices are low. If they are comparatively slow and don't point, you'll be dissatisfied relatively quickly.  

DHaranSailor

I am not familiar with the boat, but from what I know from buying my boats that price seems a little steep. The only other listing for a 212 I saw on sailboatlistings.com was 5K though so maybe I am just not calibrated right on Hunter pricing. Does it include the motor?  

$3,000 are not what they used to be but a training boat receives a lot of use and wear and perhaps abuse from people that do not know what they are doing. Don't know the condition of the sails, the riggin and hull. Cannot tell if the price is fair for a 2001 but do know that you should be able to find a 22' perhaps older but in good shape with trailer and engine for less than that. Look in other areas.  

I've got the (slightly) bigger brother (H 216) and we really love the boat, for what we use it for. Mine is definitely a little day sailor with minimum storage room. I assume you've already read the owner reviews on this site, particularly Rick who owns a 2001? There's nothing obviously wrong with the (low-resolution) picture, other than the boot-stripe is torn-up on the starboard side, indicating some rough docking/beaching. The plastic hull is tough (tougher than fiberglass/gelcoat) which is a plus, and there may be no structural problem from a few hard knocks. I was worried about the cracking issue when I first bought mine, particularly since it appears to be caused by extreme cold (Michigan). I have had no issues. Crazy Dave (an expert on this site) has noted that there was a change by Hunter in plastics supplier with one of the suppliers producing inferior quality material. I don't know if this was proven, or just speculation. In either case, by 14 years on, whatever cracks are going to happen will have started. That would be one of the questions I asked the seller on eBay, to get it documented that you asked and they said "no cracks". My concern with buying anything used on eBay (which I do as well), is that you can get mislead with a description and a couple of grainy photos. I'd be concerned about buying any boat that I can't touch first -- there is no such thing as a free boat. The purchase price of $3,000 is reasonable for a small 14-year day sailor that had a few years of hard-knocks in the community sailing program. The question is, can you afford to repair it, or laugh at losing $3,000, if it's not perfect? I guess for that price, you're not going to get a $1,000 outboard, but you'll need something to get out of the slip. The H216 is a little too big to paddle. You'll also not get any safety or convenience gear, so consider another $500-1,000 for PFDs, flares, a cheap VHF handheld, dock lines, fenders, etc. That stuff can also be eBayed with less risk. As far as repair cost, I'd check out this site's Store which has fairly good prices and is the only place to buy certain Hunter-only parts. Sails will cost a few hundred each, so be prepared to replace at least one after 14-years of students flogging them.  

I hope I'm not embarrassing myself but who is Rick and how can I talk to him about the hunter 212.  

Crazy Dave Condon

Many good suggestions. I would ask the seller to document if any cracking and where. Provide some photos. Also, the photo shows a much different aft mast carrier than the original. Is a motor included. What is the sail inventory. Being a former town owned training boat, I would definitely look at the boat myself and post some photos or you can send them to me via forum email As for performance, it was not a bad sailing boat as I was able to get it perform well but the key was to sail flatter than most boats due to the hull design being flatter. I introduced the boat for Hunter as a former but now retired dealer. Look at the boat and again get some photos of the deck, hull and bottom with attention to the centerboard as well and send them to me. We can go from there.  

Thank you for everyones help, keep the post coming if you don't mind. All are very helpful The Boat is still in possession of the town and I am hopefully going to check out the boat tomorrow. I will take more pics. The boat does not come with an engine but I do have a 8hp engine evinrude. Is this too big?  

Bmartin, this site has good resources for evaluating boats in its resources section. The linkup the 212 page is  

Barton, this site has good resources for evaluating boats in its resources section. The linkup the H 212 page is http://hunter.sailboatowners.com/in...e&Itemid=248&task=3&kb=1&model=9&brand=Hunter I recommend the owner reviews, specifications, and modifications. Sorry for the double post.  

Hello Bmartin220, We regularly see a Hunter like this one on the Bohemia River, Upper Chesapeake Bay. Originally the owners had a 5 Hp Honda 4 stroke on the motor mount. I do not know what they use now. The boat is kept on a mooring and seems to be used regularly. One of my concerns is the shape of the cockpit. If you plan to take younger sailors along I think plenty of time and effort would be spent keeping them safely in the cockpit. On other boats with open areas in the aft part of the cockpit I have seen items go sliding out into the water. I'm not a fan of that design. Finally, going forward to dock, pick up a mooring, or hank on/lower a sail would require a trip over the top of the cabin since there is no side deck. Just thinking.  

I think an 8hp is way too much weight on the back that boat, particularly if it's a 4 stroke. My 216 came with a 4-stroke 4hp Nissan, and it's more than enough.  

I went to check the boat today. It has the famous crack over the starboard window. No other cracks. And the rest of the boat just had normal we stand tear for a 14year old boat. No battery and no engine. 3 sails that look fine. And needs a good scrubbing  

Attachments

How did the motor mount and rudder pintle look. I had a 170 and I recall these were both potential issues. I looked a 212 years ago and it had similar sized and designed pintle and mount as my 170. The 212 had a bracket to help support the motor mount. Back then these were areas of concern. The line for lifting the center board is very long and travels through a few blocks to give you the ability to lift it. I've heard horror stories when time to replace. I would think a 4hp would be more than enough, and a 2stroke would be kinder to the mount. JerryA  

That's quite a long pair of cracks (a couple feet in total). This should not dissuade you from purchasing, but should influence the price down by a few hundred. This site sells the patch cement (which is not the same as repairing gelcoat or fiberglass repair). See Store link at: http://shop.hunterowners.com/hp/part.php?m=216&c=13&p=54329 which also includes a link to the very well written repair document. I believe that the cement can be bought a little cheaper elsewhere, perhaps saving a dollar per set. The down-side of that is you're not paying back for the free repair information. I assume that this is just the normal surface cracking of the ACP, not through the entire hull to the interior? This is certainly winter work as it takes a few days to scrape out, and build up layers of cement to cover. The work is light do-it-yourself and doesn't require special tools or skills, other than general care and reading instructions. Don't try to build up too large a layer of cement at one time because it's exothermal when curing and you don't want bubbles. You'll need to paint the final product white, if you want it not to look like Frankenstein sewed together.  

I was one of the H170 ( similar plastics) defenders in the day sailor boards but would pass on this. Too much off season work repairing cracks, moto mounts (the 170 motor mount is badly under designed) and reinforcing sagging decks. Love the boat but hate the repair work.  

Bmartin220 said: I went to check the boat today. It has the famous crack over the starboard window. No other cracks. And the rest of the boat just had normal we stand tear for a 14year old boat. No battery and no engine. 3 sails that look fine. And needs a good scrubbing Click to expand

Jackdaw said: walk away. Click to expand

Chris Patterson

Joe said: ditto Click to expand

After some heavy negotiating, I got the guy down to $2500. Now is the time to make the big decision. Do I Buy It???? There are some people who say to walk away from the boat with out giving an explanation. I appreciate and respect everyones advice, but I really need the explanation in order to make an informative decision. Yes the needs to be fixed, but on Long Island there are not a lot of sailboats in the market that are less then 30 years old, so every boat is going to need some sort of repair.  

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2000 hunter 212 for sale

• 2000 hunter 212

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Naval gazing: the submarine's fathomless rise to screen stardom

With Kursk the latest deepwater disaster to be dramatised on screen, we plunge into a history of claustrophobia, creaking hulls and deadly phallic warheads

H ot on the heels of HBO’s five-parter about the Chernobyl catastrophe comes another story of a tragic accident sparked by cost-cutting and exacerbated by political prevarication. In August 2000, during a Russian naval exercise in the Barents Sea, north of Murmansk, a faulty torpedo exploded in the Kursk – a nuclear-powered submarine named after the Russian city that also lent its name to the largest tank battle in history.

Stop reading now if you want to avoid real-life spoilers. The blast instantly killed all crew members in the front two compartments of the submarine, which was sent to the bottom of the sea. Two minutes later, although the nuclear reactor shut down safely, elevated temperatures from the fire detonated as many as seven more torpedos in an explosion that registered 4.2 on the Richter scale as far afield as Alaska, blowing a hole in the bow of the vessel. Of the 118-man crew, 23 survived the explosions and took refuge in the ninth compartment, in the stern of the vessel.

The fate of these men is the subject of Kursk: The Last Mission, an English-language Franco-Belgian co-production directed by a Dane ( Thomas Vinterberg ), adapted by an American (Robert Rodat, who wrote Saving Private Ryan) from Robert Moore’s book A Time to Die , and starring a Belgian (Matthias Schoenaerts) as the senior surviving officer. Other nationalities in the pan-European cast include French (Léa Seydoux as Schoenaerts’ wife), Austrian ( Toni Erdmann ’s Peter Simonischek) and British (Colin Firth as a Royal Navy CO who looks on in dismay as his offers of help are rejected), as well as assorted Russians, Germans and Scandinavians. Among this last subset is the much-missed Swedish actor Michael Nyqvist, two of whose last three films, before he died in 2017, were submarine movies: Kursk and Hunter Killer , a preposterous yarn starring Gerard Butler as a US captain tasked with saving the Russian president from a coup d’état.

Kursk couldn’t be any more different from Hunter Killer, and yet when you make any kind of submarine movie, even a gritty-realist one, it’s hard to avoid dipping into the genre’s repertoire of thrilling tropes: claustrophobia, fire and flood, creaking hulls, dwindling oxygen, an unstable crew member. Other tropes – not present in Kursk – include periscope POV, playing possum, depth charges, silent running, the yell of “Dive! Dive! Dive!”, giant squids and the actor John Mills , whose several submarine outings include Morning Departure (1950), which depicts fictional events eerily similar to those in Kursk.

Kursk begins in a 1:66 ratio on land before opening out into 2:35 when the action moves out to sea. For the subaquatic scenes, British cinematographer Anthony Dod Mantle, who has collaborated with Vinterberg several times, conjures a strange green underwater world. Submarines are nicely suited to widescreen by virtue of their shape, though René Clément made outstanding use of the square-ish Academy ratio in Les Maudits (aka The Damned, 1947), a huis clos set at the end of the second world war about a gaggle of Nazis and collaborators fleeing to South America in a U-boat. The film features an extraordinary extended reverse tracking shot in which a kidnapped French doctor is hustled the length of the cramped submarine – 34 years before Wolfgang Petersen’s breathtaking Steadicam-style sprints through the belly of Das Boot (1981).

The phallic symbolism of submarines is fitting for scenarios that tend towards the manly. The pitfalls of introducing women to the equation are well illustrated by Samuel Fuller’s Hell and High Water (1954), one of the first submarine movies filmed in widescreen, even though it did make the interiors look unfeasibly spacious. The lady scientist (Bella Darvi) makes her entrance in tight skirt and heels, causes fights between crew members, and the story grinds to a halt while she and Captain Richard Widmark indulge in horizontal snogging manoeuvres. In real life, women began serving on US submarines in 2011, and there’s at least one token female crew member in Hunter Killer, but I’ll wager we wait a few years before someone gives us a female-centric version of Crimson Tide .

After the Kursk sank, the Russian navy waited 11 hours before declaring an emergency, refused help from Norwegian and British rescue teams, and tried to blame the accident on a collision with a foreign vessel. But over the following week, news of the struggle to reach survivors leaked out and caught the imagination of the world. Unlike the rescues of the Chilean miners or the Thai footballer team , however, there was to be no happy ending. There is debate about how long the 23 submariners survived (estimates range from a few hours to several days) but no one made it out of the Kursk alive.

Fatally faulty equipment and attempted cover-ups are not exclusive to Russia, of course, though we have yet to see blockbuster movies about, say, the USS Thresher or Challenger space shuttle calamities. But the Soviet era, in particular, seems to lend extra dramatic tension to scenarios such as Chris Gerolmo’s Citizen X, HBO’s superb 1995 film about the hunt for the serial killer Andrei Chikatilo, or Kathryn Bigelow’s underrated K-19: The Widowmaker (2002), a submarine disaster that has more in common with HBO’s Chernobyl (albeit on a much smaller scale) than with Kursk – tragedies amplified by politics and nationalistic pride but also marked by astonishing acts of heroism and integrity.

Kursk does well to present the grim facts from the viewpoints of the doomed crew and their families, but it pulls its punches. The disaster was a PR nightmare for Vladimir Putin, then just three months into his presidency, who was on holiday at his Black Sea villa and failed to return to Moscow until four days after the accident. Six days later, his meeting with the bereaved families lurched out of control when he was yelled at by grief-stricken relatives. One dead mariner’s mother who refused to be quiet was forcibly sedated and dragged away, an event caught on film, though edited out of broadcasts in Russia.

The incident is recreated in Kursk – but instead of Putin being put on the spot, it is Max von Sydow’s “Admiral Vladimir Petrenko”. Putin, though he featured in Rodat’s original screenplay, is conspicuous by his absence. One theory is that the production company, Luc Besson’s EuropaCorp, was worried about being hacked, mindful of what happened to Sony in 2014 after the unflattering portrayal of Kim Jong-un in the Seth Rogen comedy The Interview. Following the Kursk tragedy, Putin furiously denounced TV and newspaper coverage, and tightened his grip on Russian media.

Meanwhile, for anyone curious about the everyday reality of submarine life, I recommend the fascinating “ Redditors who have served in submarines ” thread, which tells you everything you always wanted to know about “hot racking” and pressurised toilet blowback. The most surprising revelation is that the most realistic submarine movie is not, as you might have expected, the gritty masterpiece Das Boot, but the 1996 slapstick comedy Down Periscope, starring Kelsey Grammer as a captain with “Welcome aboard” tattooed on his penis.

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Smit Develops High-Powered Wreck Removal Cutting System

Smit Salvage has developed a new.

patented wreck removal cutting system that is designed to be fast and cost effective, and was used during the successful recovery of the Russian submarine Kursk last year.

The new system utilizes a special abrasive cutting wire — a series of grit-covered bushes mounted along a high-tension steel cable. This wire can then be positioned over a wreck and connected up to a drive system producing a sawing motion. Highly efficient, this cutting system can be used as an alternative option to the traditional chain-cutting method that uses heavy steel chains and floating sheerlegs.

According to Theo Hak, Smit Salvage Logistics and Technical Support Manager, "The new system can reduce project duration by up to 30 percent, and in addition, is easy to transport and suitable for a wide range of salvage and wreck removal tasks." The cutting system was developed in association with Widia Nederland. a Rotterdam-based manufacturer of tungsten carbide tools, and T.N.O. Nederland.

The original prototype was developed as a surface-based system for salvaging shallow-water wrecks at depths of up to 99 ft. (30 m). Subsequent to the Kursk contract, Smit modified the system for deep-water work and added an underwater drive system. Cutting wire was also strengthened to increase wear resistance. Prior to its deployment for the Kursk operation, the system's efficiency was demonstrated during trials in Rotterdam when it was used to cut an obsolete dredger into scrap.

Following an explosion in August 2000, the Kursk and its crew were lost in the Barents Sea. As a result, the submarine's bow sustained severe damage and had to be removed prior to the lift.

This practice was a challenging one, due to the water depth 354-ft. (108-m), adverse weather conditions and the thickness and hardness of the submarine's hull.

Cutting then commenced with the positioning of the wire over the Kursk's bow. The wire was then connected to two anchor points on the seabed — positioned 66 ft. (20 m) to each side of the hull. Each anchor point was comprised of a hydraulic cylinder and suction pump — the actions of the pumps caused the anchors to "bury" themselves into the seabed. As the seabed was penetrated by the pumps, pressure was exerted on the cutting wire, which moved in a sawing motion across the submarine's bow section. Despite the adverse conditions, the system was able to complete the cutting operation in 31 hours on September 13, 2001. The seabed's high stone content caused significant friction, thus causing several guide cables to part. This was corrected through the installation of closing plates around the sheave assembly — thus preventing direct contact with the seabed.

Concurrently, the cutting wire demonstrated greater wear resistance than indicated in the initial tests and was replaced after 12 hours of intense cutting.

Circle 4 8 on Reader Service Card www.maritimereporterinfo.com

Read Smit Develops High-Powered Wreck Removal Cutting System in Pdf , Flash or Html5 edition of March 2002 Maritime Reporter

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• Derecktor Wins AMHS Fast Ferry Deal page: 41
• Gas Turbines Continue Making Commercial Inroads page: 44
• Fleet F77 Extends Inmarsat's Offering s page: 46
• Spain: Finding Strength in Specialization page: 51

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